Car-heater



J. G. PHILIPS.

(No Model.)

GAR HEATER.

No. 891,078. Patented Oct. 16, 1888.

5, a 1" (ID! 32: I 0

UN ITED STATES PATENT OFFICE.

JOSIAH G. PHILIPS, OF EASTON, PENNSYLVANIA.

CAR-H EATER.

SPECIFICATION forming part of Letters Patent No. 391,073, dated October 16, 1888.

(No model.)

To all whom it may concern.-

Be it known that I, JOSIAH G. PHILIPS, a citizen of the United States, residing at Easton, in the county of Northampton, State of Pennsylvania, have invented certain new and useful Improvements in Gar-Heaters, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention has relation to carheaters; and among the objects of the invention is to utilize the products of combustion from the engine for this purpose, heating the air thereby drawn from a suitable receiver, and transmit the same through suitable pipes to the train.

Other objects and advantages of the invention willhereinafter appear, and the novel features thereof will be particularly pointed out in the claims.

Referring to the drawings, Figure 1 is a side elevation of a locomotive, partly in section, provided with my improved heating device. Fig. 2 is a plan view of the heating arrangement, the locomotive, tender, and cars being shown in dotted lines. Fig. 3is a perspective in detail of the air-receiving coil or chamber and means for regulating the supply, and Fig. 4 is a detail in side elevation of the heat receiving and diffusing or transmission chamber.

Similar letters of reference indicate like parts in all the figures of the drawings.

A represents a locomotive of ordinary construction, it being provided with the usual uptake, flues A, and vacant space A and B, the cars or coaches comprising the train.

I provide the space A at the front of the locomotive with an air-receiving chamber, 0, which in this instance I form of coils of pipe for the purpose of forming a tortuous path for the air received therein, so that the same may be thoroughly heated by reason of the products of combustion passing through the coils thereof while passing from the flues A of the engine, and also by reason of the contiguity of said coils to the ends of the flues; but, if desired, other forms of air-chambers may be employed-for instance, a twin coilthe object being merely to retain the air therein long enough to become thoroughly heated by the before described means before being conducted to the coaches for distribution. One end of the coiled airchamber 0 is projected forwardly through the front of the locomotive and is provided with a funnel-shaped air-receiver, D, the flared mouth or opening of which gathers the air as the train is in motion and con ducts the same to the coil to be heated. The funnel-shaped receiver is preferably provided with internal screw-threads, D", adapted to receive the forwardly-screw-threaded end of the coil.

A cutoff or valve, D, is mounted in the receiver D, whereby the supply of air admitted to the receiver and coil is limited to the desired degree of heat or coldthat is to say, that by closing or partly closing the valve the air in the receiver -will become more thoroughly heated before being distributed than if the valve were entirely open.

As shown in Figs. 2 and 3 of the drawings, the remaining terminal of the coiled receiver 0 is provided with aT-branch, C, from which extend heat-distributing pipes E, which may be passed through water or steam tubes of the flues of the boiler of the engine, and it may, if desired, terminate in a heat-storing chamber, E, located under the cab. (See dotted lines, Fig. 1.) In this instance, however, I have shown the invention in its simplest and most easily applied form, and merely pass the pipes along the side of the boiler and provide each with a coupler, F. Any form of coupler may be employed; but I have herein illustrated one form of a flexible coupler which I consider well adapted to the use. This form of coupler (see Fig. 3) consists of two flexible pipes, F and F, the latter being larger and inclosing the former, the degree of difference in their relative size being such as to form an air-space between the two. This has been found to pre vent the heat passing through the smaller pipe, F, from becoming chilled or diffused in its passage from the pipe of one coach to that of another; or, if desired, the couplers may be provided with a heat or non-conducting covering.

As indicated in dotted lines in said figure, it is evident that in lieu of the two branch pipes E a central pipe may conduct the hot air to the coaches, in which instance only one coupler need be employed.

too

The pipes E F G, that conduct the hot air throughout the train from coach to coach,may be either mounted under the coach or within the same, and are preferably made tortuous to retain the heat for a certain length of time in each coach before passing to the next succeeding coach in the train. A suitable heating-drum, H, (see Fig. 4,) communicates with the pipes, and there may be as many as desired, the same being preferably located at diagonally-opposite corners of the car, the ob-v jects of said drum being to concentrate orstore and transmit the heat conducted through the pipes G, or through the registers H, mounted on said drum, to the interior of the coaches. In Fig. 2 the register is shown in plan, while in Fig. at it is shown in side elevation. These drums, like the couplings, may be constructed in any desired manner; but they are preferably formed as shown in Fig. 4t-that is, with the inner lining or drum, H, and inclosing drum or jacket H By the above description it will be seen that I utilize the cold draft created by the movement of the train and change the same into hot air by means heretofore Wasted and without increasing the cost of fuel in the least, and

then transmit the same to the coaches,where it is thoroughly distributed, thus doing, away with the danger of tire or steam in case of an accident.

I do not claim, broadly, any means for utilizing the products of combustion at the base of the uptake of a locomotive.

Having thus fully described my invention,

- its operation and advantages,what I claim is- 1. The combinatiomwith the boiler A, having the chamber A ,of the coil 0, threaded as at D the receiver D, removably mounted thereon and having the regulator D, the pipes G, E, and G, and couplers F, substantially as specified.

2. The combination of the receiver D, coil O, pipes Q, E, and G, the double couplers F F, cars B, cylinders H, and registers H, the latter arranged at diagonally-opposite corners of the cars, substantially as specified.

In testimony whereof I affix my signature in presence of two witnesses.

JOSIAH G. PHILIPS.

\Vitnesses:

ROBERT H. LEROH, JAMES M. HARRISON. 

